perry



2 Sheets-Sheet 2.

(No Model.)

W. E. AYRTON & J. PERRY.

SYSTEM OF ELECTRICAL HAULAGE.

No. 295,094. v Patented Mar. 11, 1884.

- unllnnmu ii. E 7% N. PETERS. PI-doulhogmpimr. Washingtnn. uc,

- tannic Majesty the Queen of Great Britain and accompany thisspecification as parts thereof.

lo (0Z5 whom it may concern..-

.PATENT tries.

KVUILIAM E. AYE-TON AND JOHN PERRY, OF LONDON, ENGLAND.

SYSTEM OF ELECTRICAL HAULAGE.

SPECIFICATION forming part of Letters Patent No. 295,094, dated March11, 1884.

Application filed April 18, BS3. (N0 model.)

Be it known that we, WILLIAM EDWARD AYRTON, professor of technicalphysics, Fellow of the Royal Society, and JOHN PERRY, professor ofmechanical engineeringand applied.1natheniatics of the city and guildsof London Technical College, subjects of Her Bri- Ireland, residing. inLondon, England, have invented a new and useful System of ElectricalHaulage, (for which we have obtained a patentin England, No. 3,380,dated July 17, 1882,) of which the following is a specification.

The object of our present invention is to provide for obtaining a muchgreater haulagepower on a single railor rope traction-road electricallyworked than can be obtained from the simple tractive power or adhesionof the moving electrical traction motor or motors. The means by which weattain this object are illustrated by two sheets of drawings, whichFigure 11's a sideelevation of a traveling motor fitted withtail-grips). to suit our system of haulage. Fig. 2 is an end elevationof the same. 3 is a plan of the same. Fig. 4 is a plan of an automaticreversing-winch, to be employed on a boat or wagon in conjunction withpreceding traveling motor to effect system of haulage; Fig. 5, end viewof the same; Fig. 6, side elevation of the same. Fig. 6 is a perspectivedetail of the reversingclutch slide. Fig. '7 is a side elevation of acombined traveling motor and automatic reversing haulage-winch employedto effect our system of haulage. Fig.8 is an end view of the same. Fig.9 is a plan of the same. Fig. 10 is a diagrammatic view of two motorsand a canalboat as employed in-our system of haulage. I

Like letters refer to similar partsin the different views of the sameappliance.

In Figs. 1, 2, and 3, R representsa doubleflanged rail, upon which thetraction-motor represented by the remainder of the figure travels. Ofthe 1atter,R B represent the weight-supporting wheels; F, the frame carrying the axles of said wheels and the remainder of the device;-lv themotor proper, of any approved description 5 G, a bevel-pinion onitsshaft, and G G2 G an ordinary train of ear Patented in England July 17,188:2, No. 3,380.

ing transmitting rotary motion from said pinso pressed upon and inclinedto the rail that they automatically seize and hold the latter with animmovable grip when the motor is dragged backward by the haulage strain,while at the same time the tail-grips immediately release their hold andallow the traction-motor to move forward without resistance so soon asthe tractivc eifort .of the motor-exceeds the haulage resistance. Asillustrative circuit-connections, we have shown in said Figs. 1, 2, andinsulated wires 10' to connecting the respective poles of the motor Mwith the axle of one of the weight-supporting wheels R", and to a,brush, 7), in constant contact with a return-conductor, a, attached tothe wooden support of the rail B, said rail being of iron or steel,forming the main cable, by which the electricity is supplied from theusual dynamo-station at one end.

The boat, wagon, car, or train to be hauled (representeddiagrammatically by the bow of a canal-boat in Fig. 10) is connectedwith the traction motor or motors (represented by M M in this diagram)by a hauling-line, L, of considerable length, through the medium of anordinary winch or winding-drum, A. (Shown upon the boat in Fig. 10.) Theboat, wagon car, or train may thus be furnished with all ordinary winchor power geared winding drum, driven in the ordinary manner by anelectrical rotary motor, (to which the currentmay be convenientlysupplied from secondary storage-batteries on the boat,) or by othermechanical means; and when an excessive grade or an especially swiftcurrent has to be encountered, and the haulage strain becomes more thanthe traveling traction-motor can overcome, the traction-motor, by meansof said tail-grips X Z, grips the rail, and thus becomes -with the winchA, Fig. 10, upon the boat, or

with a winch carried by itself, while the other traction-motor runsahead, paying out the hauling-line to get a fresh grip in advance, theforemost to be followed until overtaken by the rearmost, and so on; andwhen two 1no-- tors are so used to haul the same load we may use anendless hauling-line, L, Fig. 10, passing from one motor, M, around thewindingdrum of the winch A on the boat, wagon, car, or train to theother motor, M, on the rail R. In this case, when the winding-drumrotates, it simultaneously winds up one end of the hauling-line andunwinds the other end, or transare thus prevented.

fers the slack to that end which is being paid out, and sudden strainsupon the hauling-line Now, it will be seen that, if the winch A be ofthe requisite power and adapted to be reversed with the requisitepromptness, or at uniform intervals suited to the length of. the haulingline or lines, the traveling tractionmotors may simply run ahead, payingout the hauling-line and gripping the rail, as aforesaid, leaving thehauling proper to be done by the winch or winches upon the boat, wagon,car, or train, or, when the hauling-ropes are distinct and attached tothe boat,wagon, car, or train, by winches upon the traction-motors. Toeffect this the winches may be, and preferably are, power-driven andself-reversing, as illustrated by Figs. 4, 5, 6, and 7, 8, 9.

In Figs. 4, 5, and 6 an automatic intermittent windingdrum orself-reversing winch suitable for winding and unwinding the endlesshauling-line L on board the boat, Wagon, car, or train is shown in plan,end view, and side elevation, as aforesaid. A is the wind ing-dru-mproper. B is a wheel driven, to gether with its shaft,- by asteam-engine, an electromotor, or manual power, always in one and thesame direction. 0 is a spur-wheel loose on the same shaft. D isaspur-wheel which intermeshes with the spur-wheel-O, and isfast on aparallel screw-shaft. (Represented by I.) E is another spur-whee] faston this shaft; F, an idle-wheel in mesh with the spurwheel E, and G aspur-wheel in mesh with the idle-wheel F and fast on the shaft of thedrum A. H is a clutch-slide carried and rotated bythe said shaft of thedriving-wheel B, and adapted to interlockeither with the hub of thespur-wheel O or with that of the spurwheel G, according to its position.J 'is a lever loosely embracing the clutch-slide H, with an open fork,as shown in perspective detail in Fig. 6*, and is provided with aweight, H at its upper end. The shoulders H of the clutch-slide, againstwhich the edges of the lever strike to operate the clutch, areconsiderably wider apart than the width of the lever-fork. I is adoubleended non-rotary screwnut reciprocated by the said screwshaft I,to which it isfitted, and is adapted to coact with the lower end of thelever J, which lies between the two ends of the nut and has freedom tomove through a considerable angle therein.

Inthat condition represented by Figs. 4, 5, 6, 6, the drum A, receivingmotion directly from the drivingshaft B through the clutchslide H andthe hub of the wheel G, is now turning in the same direction as saiddriving-shaft, as is also the screw-shaft I, .while the nut I on thelatter is traveling toward its left-hand limit, the right hand end ofthe double nut carrying over with it the lowerend of the weighted leverH, and eventually, as at the point shown in the said figures, throwsclutch-slide H out of lock with the wheel G and into lock with the wheel0 by virtue of the action of the weight H", overbalancing the center.motion in a reverse, direction through the wheels 0 D, screw-shaft I,and wheelsE F G, while said screw-shaft, receiving its motion throughthe wheels 0 D, instead of through the wheels G F E, will turn in thesame reverse direction, and thus an alternating or backward and forwardmotion will be impart ed to the drum A with mechanical regularity.

Supposing, now',the drumA to be-surrounded by one or more coils ofhauling-line L, as indicated in Fig. 10, it will be seen that theself-reversing winch will first draw on one traveling traction-motor-M,for examplewhich will immediately affix itself to the rail Rby itstail-grips X Z,while the other motor, M, relieved from holding strain,runs along the rail, taking up the slack in the haulingline L between itand the winch A as produced by the unwinding effect of the latter onthis end of the hauling-line, and so on alternately, the draft being inthe example upon the motor M at the next reversal of motion, then uponthe motor M again, and so on ,while the resultant draft upon the hauledload is substantially constant. When the boat, wagon,

car, or train is provided with such a haulingwinch or with suchhauling-winches, any known form of electrical traction-motors can beemployed therewith, so long as each motor is furnished with tail-grips XZ, Figs. 1, .2, and 3, to maintain a firm hold on the rail againstbackward drag. If new or special traveling traction-motors be used, theymaybe furnished with similar self-reversing haulingwinches uponthemselves and driven bytheir own electromotors, as illustrated by Figs.'7, 8, and 9 inside elevation, end elevation,-and

plan, respectively. In these figures,A represents the winding-drum; M,the motor The drum A will then receive proper; K J I, rotary'shaftsparallel to each other, the latter being the screw-shaft; W, aworm-wheel fast on said. shaft K, and driven continuously in an obviousway in one direcing spur-wheels fast, respectively, on said shaft J andsaid screw-shaft I. Q, represents a bevel-pinion loose on said shaft K,and Q! a like pinion intermeshing with said pinion Q and fast on thevertical driving-axle. And as in Figs. 4, 5, 6, 1" represents thedoubleended reversing-nut reciprocated by said screw-shaft I; J, theclutch-lever, with weight H fixed to the top, shifted by the said nut;and H, the clutclrslide shifted by the said lever, said clutch-slidebeing carried in this case i by said shaft K, and adapted to interlockwith said wheel G or with said pinion Q, each of which has a hub fittedthereto. And as in Figs. 4, 5, and 6, F represents the frame of themotor; T, its traction-wheel fast on said driving axle; 1?, itspressing-wheel; R, a double-flanged rail; R R, weight-supporting wheelsresting upon said rail, and X Z the tail-grips.

\Vhen the clutch-slide H is in lock, as shown, with the bevel-wheel Q,the drum A is free to unwind, while motion is transmitted through thesaid worm-wheel W, shaft K, clutch H, pinions Q, Q", and saiddriving-axle to said traction-wheel T, for propelling the tractionmotorto a fresh holding-point in advance. During this period of travel thehauling-line unwinds, and the reverse motion of the. drum A istransmitted through the said shaft J, wheels G E, and screw-shaft I tothe double reversing-nut I", causing the arrest of the travcling motorand the commencement of winding, as follows: The nut I in Fig. 8 istraveling toward its righthand limit. On passing the position shown inFig. 8, the lever J, moved by the left-hand end of nut, commences towithdraw the clutch-slide H from its contact with the hub of the pinionQ, and the weight H being by that time over the center, the lever thusby its impetus carries over the clutchslide H, so as to lock with thehub of the wheel C. When the clutch-slide H is in lock with thespur-wheel G, the whole force of the motor M is transmitted through thesaid worm-wheel XV, shaft K, clutch H, wheels 0 D, and shaft J to thewinding-drum A and, supposing this force to be utilized in hauling inupon a hauling-line and winding the same upon the drum :33, thetractioumotor will be standing still affixed tothe rail R by thetail-grips X Z.

Meanwhile motion is being transmitted from said shaft J through saidwheels G E to said screw-shaft I, and the double nut 1 travels towardits opposite or left limit, once more throwing the drum out of gear andcausing the resumption of onward traveling by the motor. Thehauling-line from the windingdrum A would be simply made fast to theboat, wagon car, or train, and two or more traveling traction-motors sofurnished could obviously work alternately or in succession upon thesame rail.

o have described in detail preferred forms of mechanism by means ofwhich our invention can be carried into effect in the best way known tous at the date of our present invention; but we do not limit our claimsthereto except as we may specifically state, as various known forms ofthe respective parts of the said mechanism may be used.- For example,the traveling traction-motors used in connec tion with a winch upon theboat, wagon, car, or train, as hereinbefore first set forth, may be ofeither of the forms set forth in our application of even date herewith,filed April 18, 1883, for Letters Patent of the United States forimprovement in electrical motors, (Patent No. 292,529,) and may travelupon rails, rods, or ropes, as therein set forth; and the means forconducting the electricity to and from the traveling traction-motors maybe either of those set forth in said sister application or any of thosewhich may be known or used; and we hereby disclaim, in favor of saidsister application, the tail-grips X Z herein described apart from theiruse as an element of our haulage system.

Ve claim as our invention and desire to patent under thisspecification- 1. The combination of an electrical tractionmotorfurnished with. tail-grips, a haulingline, and a winding-winch,substantially as herein described- 2. The combination of two or moreelectrical traction-motors furnished with tail-grips, a hauling line orlines, and one or more selfreversing winding-winches, substantially asherein described.

3. The combination of two electrical traction-motors furnished withtail-grips, an endless hauling-line, and a self-reversing windingwinchupon the boat, wagon, car, or train, to effect systematic alternatehaulage bywinding, substantially as herein described.

London, March 22, 1883.

WV. AYRTON. JOHN PERRY.

. Vitnesses:

J. O. FELL, S. P. XVILDING.

